Signaling system for automotive vehicles



June 14, 1932. H. A. DOUGLAS SIGNALING SYSTEM FOR AUTOMOTIVE VEHICLES Original Filed May 16, 1929 5 Sheets-Sheet I m I m w June 14, 1932. H. A. DOUGLAS SIGNALING SYSTEM FOR AUTOMOTIVE VEHICLES 3 Sheets-Sheet 2 Original Filed May 16, 1929 Jun i 4, 1932.

H. A. DOUGLAS SIGNALING SYSTEM FOR AUTOMOTIVE VEHICLES Original Filed May 16, 1929 5 Sheets-Sheet 3 Patented June 14, 1932 UNITED STATES HARRY A. DOUGLAS, OF BRONSON, MICHIGAN SIGNALING SYSTEM FOR AUTOMOTIVE VEHICLES Original application filed May 16, 1929, Serial No. 863,682. Divided and this application filed May 19,

1930. Serial My invention relates to signaling systems for automotive vehicles and to switching mechanism that may be employed therein. In carrying out my present invention two .1 switching devices are provided within asmgle casing, one of these switching devices'being individual to the brake applying mechanism and the other to the mechanism that effects reverse or backward movement of the vehicle.

s These switching devices have circuit connections common thereto and effected at the easing. In the preferred embodiment of the invention each switching device is inclusive'of an actuating rod, each rod being spring i pressed in one direction and operated by the braking or reversing mechanism to which it pertains in the reverse direction. In accordance with my invention both actuating rods may be urged in the same direction by g. Springs individually thereto and in the opposite direction by braking and reversing mechanism respectively, or the springs may urge the rods in opposite directions, respectively reverse to the directions in which they are urged by the braking and reversing mechanisms. The switching mechanism of my invention is so constructed that itsparts may be readily rearranged to enable the two devices in the switching mechanism to be operated in the selected way.

The invention will be more fully explained in connect-ion with the accompanying drawings in which Fig. 1 is a side elevation illustrating the preferred form of a switching mechanism; Fig. 2 is a sectional view on line 2-2 of Fig. 1; Fig. 3 is a sectional view on line 33 of Fig. 1; Fig. 4 is a sectional view on line 4-4 of Fig. 2; Fig. 5 is a view similar to Fig. 1, but on a smaller scale, and illustrating a rearrangement of some of the parts; Fig. 6 is a view somewhat diagrammatic illustrating the reversing and braking mechanism of an automotive vehicle with the switching mechanism illustrated in Figs. 1,

2, 3 and 4, the signal circuits governedby the switching mechanism being also diagrammatically indicated; Fig. 7 illustrates the substitution of the switch of Fig. 5 or the other switch; Fig. 8 illustrates the modification of so the switch employed in the arrangement of Fig. 6; and Fig. 9 is a view similar to Fig. 8, but with some of the parts of the switching mechanism in rearrangement.

The automotive vehicle mechanism illus trated is provided with vehicle wheels. One of these wheels; indicated at 1, is one of the rear driving Wheels which is carried upon one section 2 of the driving shaft, these shaft sections being coupled by differential gearing as is well understood. This driving shaft, so having the differentially coupled sections 2, is enclosed by a stationary housing indicated at 3. A stationary disc 4 is mounted upon each end of the housing, each driving wheel having such a disc at its inner side. Each (33 disc carries a stationary bracket 5 and each bracket carries a brake band 6, in the form of split ring, the bracket being secured to the ring near the mid-portion thereof. A lever 7 is pivoted, at one end, to and near one end of each ring, such a point of pivotal connection being indicated at 8. A rod 9 has one end in pivotal connection with each lever 7 and near the pivot 8 of such lever. This rod passes through a bracket 10 upon the corresponding disc 1. Nuts 11 upon each rod engage the underside of the corresponding bracket 10. A coiled spring 12 surrounds each rod 9 and is interposed between the top side of the corresponding bracket 10 and a lug 13 that is provided upon the corresponding brake band 6 and at the other end of this brake band opposite the pivot 8. A nut 14 is screwed upon the upper end of each rod 9, this nut having a continuation 14 which bears upon the top side of the corresponding lug 13. When the upper end of the lever 7 is pulled to the right, the brake band 6 is contracted to engage the brake drum 15 surrounding the corresponding disc 1. Each brake lever 7 has its upper end connected by a link 16 with an arm 17 which is fixed upon a brake rod 18 that extends between both braking mechanisms pertaining the vehicle wheels 1. Another arm 19 is also fixed upon the brake rod 18. This latter arm is con nected by a link 20 with an intermediate portion of the pedal lever 21. Each time said pedal lever is depressed it moves in a clockwise direction and pulls the link 20 to the 100 restore it by turning it1in a counterclockwise direction, whereby the brakes are released.

hen the brakes arerel'easedthe springs-l2- take part in opening the brake bands. This braking mechanism 1s well" known and has only been described, to some extentbecause of its interrelation with my switching mechanism.

The gear shifting mechanism illustratedis also/well known. It will suiiiceto mention the'portions thereof whichare concerned in reversing the direction of travel ofithe automotive vehicle, at whichtime the switching mechanism of'niy invention is also brought into play. A yoke rod 23 is disposed in gnideways 24:, 25 which are provided in the gear casing. The yoke 26 whichis carried by the yoke carrying rod 23i's received within an annular-groove providedinthe hub of the spur gear 27I This spurgear. has a square holethrough its central'or hub portionwhich snugly receives the square shaft 28 which turns in afixedplane and along whichtlie gear 27 may slide. When the shift lever 29 is properly. placed'ina forward position the a spur gear 27is moved rearwardly into mesh with the spur pinion 30 which is so driven by the engine as to effect a reversal in the normal'direction ofrotation of. the shaft 28, whereby the shaft sections 2 have their. normal direction ofv rotation reversed to cause the vehicle to move backwardly;

I will'next describe the switchingmechanism of my invention. as it is employed in the arrangement illustrated'inFig. 4..

The switching-mechanisni illustrated includes a reciprocable vrod'31 made preferably ofiron or steel. Two abutments or sets of abutments 32. and33 are desirably integrally formedwith the rod'v and are spaced apart longitudinally of the rod. Acoiled-spring 34; surrounds the rod andis disposed between said abutments. A. switch. controlling collar 35, formedpreferably ofinsulation, is slipped uponv one end of,- the rod, together with a washer 36, before the abutments on. this end of! the rod are formed, Said washer being interposed between. said collar and the abutment-s 33,,said collar being disposed between the abutments 32-.and33 andbetween one end of the spring 34 and the abutments'33. A hearing sleeve, 37 T surrounds andis in sliding relation to the rod. 31* and is interposed be-' tween the abutment's 3:2.and-the other end of the spring, 34, thisbearing, sleeve 37 being consequently interposed between the abutments 32 on one end of the rod and the abutments 33 on the other end of the rod. The spring 34 is compressed between the bearing sleeve 37 and the collar 35 whereby the collar 35 and washer 36 are pressed against the abutments 33 and the abutments 32 are pressed against the sleeve 37. A second bearing sleeve 38 also surrounds and is in sliding re lation to the rod, the abutments 33 being he .t-Weenathe, collar: and this second bearing sleeve 38.

The switch carrier or casing is made in two sections, one a cap section l0 and the other a mounting section 41', the two casing sections meeting upon a plane that contains the axis of the rod when therod is assembled witht-he' casing. The end: walls of the casingrsections 40 and llare formedwith circular openings through which rod 31 passes and which are complete when the casing sections are assembled.

As illustrated,v the casing section 40 isformed with ears 44 that are passed through openings formedin the wings-45 and etfiithat project from the longitudinal marginsof the casing section ll, these earsbeing thereafter turned intoclinching engagement with said wings. The end walls of: the casing firmly hold bearing sleeves 37 and 38 in fixed-rela tion so that the rod.31 may be moved against the force ofthe spring 34.-

The rod is pulled upon when the pedal lever 31 isturned clockwise toapply the brake. To thisend-the-brake-rod has-a-lateral portion 18 which is-surrounded by acollar i 47 that. is connected with the left hand end of the rod 31 by a wire-link 48. hen the rod 31 is pulled upon coincidently with they application of the brakes, the insulating 'collar35rides upon the unmounted end'ofxarleaf spring contact arm 49 and intoengagement. with the hump 50 upon this arm whereby the contact arm 49 is engaged with the contact 51complemental thereto. As aa'esult-jthe circuit is established which may be traced from the grounded battery 52 through the contacts 51 and 49the-stop signalingqincandescent lamp 53. to ground.

T heswitching device that pertains'to the reversing mechanism.iszsimilar to that'which pertains to the braking mechanism, similar parts being given; similar characters of. referencewithprime exponents added. As iilustrated in Fig. 6, the rod 311 is pushed upon by the yoke-carrying;rod;23of; the gear" shifting mechanism when the vehicle is adjusted intoreverse sothat the-collar 35 will ride .upon the hun1p.50 to establish theback up signal circuit whichmaybe traced from the grounded. backup signaling lamp at: through the contacts- 49- and 51; to thegrounded battery 52. This battery is thus common. to the circuits of." the two switches by meansof: contacts that. are carried :hy the casing that iscommon to both switches.

The contacts 51 and 51' are connected in multiple by a current connecting metallic bar or strap 55. Riveting sleeves 56 and 56 pass through the contacts 51 and 51 respectively, these contacts being clamped being section 40. The bars are disposed at i and 58 between its flanges.

these openings, the margins of the openings respectively individual to each pair of bars being clamped between these bars. Each of the insulating bars desirably has a facial portion that is snugly received within the rectangular opening in the casing to which it pertains, whereby these bars are properly positioned. A riveting sleeve 59 clamps the contact arm 49 and the insulating bars 57 The riveting sleeve 59 similarly clamps the contact arm 49' and the insulating bars 57 and 58 between its flanges. Binding screws 60 and 61 are screwed into the riveting sleeves 56 and 59. Binding screws 60' and 61 are screwed into the riveting sleeves 56 and 59. Binding screw 60 also passes through the strap or bridging member 55 and brings this bridging member into connection with the contact 51. Binding screw 60 also passes through the strap or bridging member 55 and brings this bridging member into direct connection with the contact 51'. The binding screw 60 also serves to clamp one of the circuit wires in place. The binding screws 61 and 61 serve, also, to clamp other circuit wires in place. The bridging member or strap 55 is located mid-way between the ends of the insulating bars 57, 58 and 57 58. By

this arrangement of the element 55 the said insulating bars may, in the initial assembly of the switch, be placed in the positions shown in Fig. 4 or the pair of bars 57 and 58 may be reversed as shown in Fig. 5 and Fig. 7 to reverse the positions of the contacts 49 and 51. Such reversal of these contacts is effected when the switch actuating rod is reversed in order that it may be more directly associated with the pedal lever 21 as illustrated in Fig. 7. In this figure, I have shown a wire link 62 connecting the now reversed and forward end of the rod 31 with the link 20. The reversability of the insulating bars 57 and 58 also enable the rearrangement and slight modifications illustrated in Figs. 8 and 9.

In each of the illustrated uses of the switching mechanism of my invention, the switch actuating rod 31' is pushed upon by the yoke rod 23 of the gear shifting mechanism to close the circuit of the back up signaling lamp 54 whenever the lever 29 is placed in its forward and reverse position. In the arrangement of Figs. 6 and 8 the switch actuating rod 31 is pulled upon by the pedal lever 21 toward the left to close the circuit of the stop signaling lamp 53. In the arrangement of Fig. 7 and Fig. 9 the rod 31 is pulled upon to the right, by the pedal lever, to close the stop light signaling circuit.

It will be observed that my improved switching mechanism is inclusive of a casing or support therefor, a contact arm having two places of assembly with said support, a contact assembled with the support betweeen the aforesaid two places of assembly, and a member in actuating relation with said switch arm. It will also be observed that the actuating member of the switching device is in the form of a rod having a part thereon engageable with the corresponding contact arm at one side of the place of assembly of the contact complemental to this arm and also reversible to correspond with the reversal in position of the arm. The present case is a division of my application Serial No. 363,682 filed May 16, 1929 (Case 248).

Changes may be made without departing from the invention.

Having thus described my invention, I claim:

As an article of manufacture, a switch for automotive signaling system comprising, in combination, a casing; a plurality of pairs of bearings in each end of the casing, the casing being split along a plane passing through the axes of all of the bearings; a plurality of reciprocable rods in the bearings and projecting from the casing at each end thereof; a contact member carried by the wall of the casing individual to each rod and operable thereby upon movement of the rod in one direction, said rods and said contact members being reversible in the casing; a contact individual to each rod andcomplemental to each said contact member; a metallic strap connecting the complemental contacts individual to each rod; and a coil spring on each rod urging it away from its contact member.

In witness whereof, I hereunto subscribe my name.

HARRY A. DOUGLAS. 

